SYSTEM REQUIREMENTS

Microsoft® Windows® 2000/XP
PC with 1.4 GHz equivalent or higher processor
512 MB of system RAM
64 MB DirectX 8.1 compatible video card required
Hard disk space: TBC
4x speed or faster CD-ROM drive
Sound card, speakers or headphones required for audio.
Direct X 8.1 or higher.
Mouse or compatible pointing device
Microsoft Flight Simulator 2004 or Flight Simulator 2002
 

Memoirs of Wireless Operator F/Lt Bertie 'Butch' Lewis

Courtesy of Roger Lewis

Automation Logic.
Automation continues to creep into our cockpits. While the research community has done significant work on flight crew interface with automation, I believe the industry has a long way to go in dealing with this pilot/system relationship. We have all heard at least one war story regarding the question, "What is it doing now?" as the autopilot does something unexpected. However, the primary focus of my concern lies not in the understanding of "what" the automation is doing but rather in the pilot's understanding of "why" it is doing it.

One of the roots of automation is the Flight Director, an instrument capable of guiding the pilot down an ILS. If all the indicators were centered, the ILS approach could be flown flawlessly. But, if there were a deviation off either the LOC or GS and the pilot did not catch it instantly, then a series of S-turns or vertical S's might ensue with the pilot "behind" the aircraft attempting to follow the Flight Director. The closer to DH, the more likely maneuvering would be necessary. The veteran pilot would realize that he would have to disregard the FD and make his own corrections to get back on course. He would make this decision because he understood the logic and capabilities of the FD.

Today's automated aircraft are so complex that training departments typically do not take time to fully explain the logic of "why" the automation is doing all that it does. And, once again, we have the situation where everything is fine as long as the indicators are "centered." But in the rare moments when there is deviation, for whatever reason, the pilot is left to his own resources to attempt to work through the automation to "catch up," and this is when problems arise. The pilot's resources are only as good as the training he has received and his lessons learned from related experiences. If neither can provide response guidance, then the pilot's only choice is to resort to "Trial and Error," an unsatisfactory outcome that I believe has NO place in today's cockpit. "Hangar Flying," such as what occurs here at Aviation.Org, can help fill that void.

 

The nearest thing to flying without leaving the ground